Automatic railway-control system.



C. S. sfANTON. AUTOMATIC RAILWAY CONTROL SYSTEM.

APPLICATION FILED JUNE 9, 1913.

,ifatOntOd Jan. 13, 1914.

3 SHEETS-SHEET 1.

1G mum I AU TOMAT APPL . from the iroiley thro indirizzi l'sectional view of hie peeiieatiou of Leners Patent.

Perbeiizeel Jem. i5?, 191%.,

T0 all whom it may concern.' Be it known that @ramone Si. STANTON, a citizen of the United Sintesi, residingv in Cooperstown, Ursego county, State ci" New York, have invented certain new enel uf' ful llmprovements in Automatic; leiiweytrol Systems, of which the following is e specification.

My invention relates to means for aueo matically bringing to e stop e railway oer or train, whether opera-ted by electricity or other motive power when it passes e block signal set against ih,

My improved system acts upon the brakes enel motive power of the cnr or train infie pendently or he motorniens or enginen drivers control system7 and ie in turn op-I embed by the biock signal system. The mechanism is such thai it may be readily in stalled in existing motive power and signal systems. e

In vthe accompanying drawings which form a partnof this Specification, Figure 1 is a diagrammatic view of my improved device as applied to mi electrically operated car, in which the currenbfor operating the Siep system is furnished by e roiery converter or mot-or generator eet energized by the main current;` Fig. 2 is o, Similar iiewrenii ff View in which ille powerv i" Stop sysem is rleriveil ,il #main current; Fig. E ie d oi' the device as zippiieel to cree i tiuio-operutegl lo'eoinolive; Fie.

mechanism i 5 is e Similar vie e. plane etright ongles eheh o" and Fig. C iirensverse sectional 'ne line iliMl/Yl of e2.

Referring to hedrmringg's particularly se l, bhe ni naires the iframe oi" a munich, tracks 2 enel derif power hi-ou trolley 3 conecirf 'i 'lille rroll-` conneceel ce one e (iy'n other side of which l through the yybeele 53o lie rails in 'bhe usual manner, alhough i'or *elle sehe Gif eleerness this connecion is noiy enorm. The motor generator or rotary converter 1"! is operated by current from the mein circuit yrluough wires 1.8 and i9, the' latter beingv grounded through the truck. rilhis rol-aryconverter or motor generutorfeeds; u secondary circuit comprising 'Wire 22, Contact Shoe 23, which is normally ineulatefl from the iiiuck frame, Wire .24, solenoid 25, und wire 26. It Will be observed l-iol this, cireuiiy is completed only when the contact shoe engages ilie third raily 27, when the latter is grounded through Wire 28, switch 29 and wire 3U connected to the track. The switch 29 is fidepe io bev operated by the same mechanism hich controls the signal 3i. When tlie'eignel is iu the danger position shown in 'the :full lines in Fig. 1, the switch will be closed :incl the rail 27 grounded, ilihen the block ahead is clear, the signal will assume the dotted position, the third rail 27 will be insulated and the passage over it of the shoe 23 Will notJ enerme the Solenoid 25. In cese the signal is Set 'at danger the secondary circuit of the rotary converter or motor generator will be eaueing current to pass and drawing upward of the armature l, the lower end of u port 35 in the .rois lhe supply various actuating i 'ble port permite ,rom lle. storage tank 36, Y to pees through "Q nd lay-pass 39 into hence elirough the port;

1 iimler il. lhe adcylincler will de "i on the piston into the top of he spring lill. The l, i :L Stuffing bor- 4:5 end ille Valve (3 ai to lle port 47. When 'Le thc upper end of the l lon is 'forced downward into the poe i, en shoirn in iiig. 5, resulting in he opei'iing.; oi lie port Il?, which permii'e the compressed air entering the chamber 4x8 througi he pipes 39 and 49 to pass ,leled ihreugh the contecbshoe, third' upward through the port 47I into the cham-` ber 50, and thence out through the divc-l ing pipes 51, 52 and 53. lThe pipe 52 le s to the compressed air whistle 54 'situated in any sultab e position to give the enginedriver or motorman warning. Thel ipe 51 leads to the fluid-controlled circuit reaker 9 in the main motor circuit, while the pipe 53 communicates with a special valve 54.

The passage'of compressed air through this pipe lifts the valve from its seat and the air rushes throughthe brake mechanism 56. he lifting `of -the valve 54 automatically prevents the-release of the air .through the engineers valve 57 and vent 58. The result of the energizing of the secondary circuit of the motor geperator or rotary converter is thus threefold: first, to sound an alarm; second, to break the main motor circuit; and third, to apply the brakes. After the car or train has been brought to a stop, the engine driver or motorman may resume control of the mechanism byv pressin the button 59, thusopenin the valve 60 and permitting the compresse' air above ,the piston to escape through the ports 61 and 62. The springktfl will then cause the piston to assume its upper position, shown in Fig. 4, and to close the valve' .46. This action will be possible because the length of the third rail27 is less than the distance inwhich the train will be brou ht to a stop by the action of t-he stop mec anism. This rail need only be long enou h to insure the positive operation of the so enoid, since when the piston 42 is once forced downward by the compressed air, the closing of the valve 34. can o no harm, as the air is entrapped above the istonuntil the relief valve 60 1s operated. he compressed air in the chamber 50 and the pipes 51, 52 and'53 leading therefrom will soon exhaust throu h the whistle 54, with the result that the cir-l cuit breaker 9 will close. the main circuit and the brakes will be released, all the parts returning to their original position, as shown in 1. V

In Fig. 2- haveshown a modification, the

` operation 'of which is similar in all res ects .to that of the type of mechanismhit erto described, with the exception that the current for operating the device is derived directly from the main circuit through a reipe 55 to the air .desire Vto be limit fluid pressure. Inthis type the operating circuit comprises wireA 64 grounded at one end tothe truck or car frame, battery 65, or other suitable source of current supply carried by the car lor'train, such as a small generator with a storage battery iioating on therline, wire 66, solenoid 25, wire 67, and contact shoeinsulated 4from the car frame or truck. The main compressed air valve mechanism is similar to that shown in Figs. L and 5 and has the three discharge pipes 68, 69 and 70. The pipe -68 leads tothe whistle 71, whilethe pipe 69 is connected to a 'fluid operated valve 72 interposed in the main steam line 73, the valve being arranged t' .close when air is admitted to it.

The third pipe 70 leads to a fluid-pressure.-y

operated valve 74 Vhaving' the two ports 75 and 76, When the parts 'are in their normalx position, the lspring '77 forces the piston 73 upward, as shown in Fig. 3, closing the port 75 and opening the port 76, thus permitting the brake line 79 to communicate with the ventV 80 through the engineer-s train valve S1. lVhe'n compressed air is admitted to the discharge pipes 68, 69- and 7 0 in the ma nner already described, the whistle will. be sounded, the main steam line closed, and

the piston 78 forced downward, closing the 'port 76 andopening the port '7 5, thereby admitting compressed air from the tank o6' into the brake line 79 through thepipes and 82, andrtbu's applying the brakes to the car. or train. The result of. the contacting of the shoe 23 with the third rail when the signal is set at danger wil l,"-as betere, be three-fold; to sound a warning, to shut oli' 'the motive power of the c'ar or train, and

to a ply the-brakes. The release of the stop mec lanism may be effected as in the type already described by pressing the button 59 of the relief valve 60. y

\It isto'be understood that the mechanism shown in Fi s. 1, 2 and 3 is largely diagrammatic'and t at any vsuitable type of valve or circuit breaker may be employed in place 'of the mechanism diagrammatic'ally shown.

. While I have illustrated and described only certain` preferred embodiments of my device, I realize that my invention is snsf llt? ccptible of broad pplicatiom and I do not to the exact structure shown and described. v

' Having thus described invention, I-

claim: Y

.1.- A system of railway control comprising pressure-operated mechanism for cuttin ot motive p'ower and applying a brake, an an alarm coperating with said mechanism and operating to release the brake and restore the motive power by exhausting said pressure. Y

2. A- system of railwaiy control cpmprising an air brake system,l pressure-operated mechanism auxiliary to`sa1d air brake syster"I 'for cutting od`-motive power and applying a bra'lie, and an alarm cooperating with said mechanism and operating to release the brat-:e resto-re the motive power by exhausting said pressure.'

3. i system of railway control comprising pressure-operated mechanism for cutting ott motive power and applying a brake, an alarm cooperating with said mechanism and operating to release the brake and restore the motive power by exhausting said pressure, and means for controlling the operation of said mechanism.

A system of railway control comprising pressure-operated mechanism for cutting' oli motive power and actuating a brake, and an alarm cooperating with said pressure-operated mechanism and operating to exhaust said pressure lwhereby said brake may he released and said motive power restored. I

o. A system of railway control comprising pressure-operated mechanism ttor cutting ott' motive power and actuating a brake, an alarm cooperating with said pressuret ited mechanism and operating to release the brake and restore the motive pover by exhausting said pressure, and means for controlling the operation of said IlltCllRRlSll.

d A system of railway control compris- .ing pressure-operating mechanism for cuttii'ig atl' the motive power and applying a bi'alre, an alarm cooperating with said mechanism andioperating to release the brake and restore @the motive power by exhausting said pressure, and electrically operated sig,-

nal controlled means for controlling the op eration oit said mechanism.

A. system of railway control comprising an air brake system, mechanism utilizing pressure in said air brakesystem for cutting oil' motive power and applying a brake, an alarm copei ating with said mechanism and operating to ,release the brake and restore the motive power by exhausting i said pressure, and electrically operated sigontrclled means for controlling thev adiou of pressure from said air brake sysinto said mechanism.

*i system of railway control. comprisan air brakel system, pressure operated ianism for cutting off motive power and ing a brake, a Valve for controlling adi ion ot' pressure' 'from said air brake systt .i into said mechanism, and an lalarm cooperating with said mechanism and operatii n to releaseV the brake and restore the motire power by exhausting said pressure.

t). A system 'of'railway control cmnprising an air brake system, pressure-operated nu-chanism for cutting off mbt-ive power and applying a brake, a valve for controlling admis-sion of pressure from said air brake system. into said mechanism, an alarm coperating with said mechanism and operating to release the brake and 'I tore the inotive power by exhaustinp said pressure, and means controlled eater, n; to a railway vehicle :tor operating mid vz-dre.

l0. d. system of railway control comprising an air bralte system, prossure-inicieted mechanism lorcutting oi'ii' motive power and applying a brake, a vulve :tor controlling admission of pressure Vtroni said air brake said motive power restored, and an clectrically controlled valve device :tor connecting and disconnecting said mechanism with said air brake system.

l2. it system oi railway control comprising an air brake system, mechanism utilizing pressure in said air brakD system for cutting oil" motive power, applyinga brake and operating an alarm, said alarm being adapted to exhaust the pressure in said mechanism.

whereby said brake is released and said motive power restored, and means for connecting` and disconnecting said mechanism with said air brake system.

13. A system ot railway control con'ipri'sing an air brake system, a valve adapted to be operated by pressure in said air brake system 1to1' opening aseries of ports leading to a motor cut-oli', a brake, and an alarm,

said alarm being adapted to exhaust said pressure whereby said brake is released and said motive power restored, and an electrically controlled valve device for controlling the openingl and closing oit said valve.

iii. il system of railway control comprising an air brake system, a valve .adapted to he operated by pressure in said air brake system t'or opening a series ot ports leading 'to a motor cut-oil", a brake, and. an alarm,

said alarm being adapted to exhaust said pressure whereby said brake released and said motive power resit'nfed, and means ttor controlling the opening and closing of said valve l5. A system of railway control comprising an air brake system, a 'valve adapted to be operated by pressure in said air brake system for opening a series of ports leading to a motor -cut-off, a brake, and an alarm, said alarm being adapted to exhaust said pressure whereby said brake is released and said motive power restored, and means iis adapted'to be operated by the. closing of an electric circuit for controlling the opening and closing pfsaid valve.

16.- A system of railway control comprising an air brake system, a. valve casing having a series of connectionsV with a motor cut o1i',`a brake, and an alarm, a connection with said valve casing and said air brake system, a 'valve vcontrolling the admission of pressure from said air brake system to said casing, a piston operated by pressure from the an brake system to open and close said valve, and an electrically operated valvefdevice yfor controlling the operation of said 17.. A system of railway Acontrol comprislng an zur brake system, a valve casing having a series of connectlons with a motor cnto and a brakefa connection with said valve casing and said air brake system, a valve controlling the admission of pressure to said 4for controllingthe operation of'sa'id piston, and an alarm coperating with said valve casing and adapted to exhaust the pressure therein whereby said motive power'may be restored and said brake released. 18. A system of railway control comrising an air brake system, a valve casing off and a brake, a connection with said valve casing and said air brake system, a valve ,controlling the admission of pressure to said casing, a piston operated by pressure from the air brake system to open and close said valve, 'an electrically operated signal controlled valve device for controlling the operation of said piston, and an alarm coperating with said valve casing and adapted to exhaust the pressure therein whereby said motive power may be restored and said brake released.

. CHARLES S. STANTON. Witnesses GERALU E. Tnnwriiaenn,

KARL S. DEITz.

av. ing a series of connections with a motor cut- 

